Mr. Vizard has forgot more than most of us will ever know. Several years back I sought out his knowledge for a ultra competitive 565 N/A Big Block Chevrolet and he gave me so much fantastic advice. The 565 I built in my home shop based on alot of his insight is still in my Race Car and has seen hundreds of passes with regular maintenance and care, using good reliable, rebuild able money saving parts of fantastic Quality I have opened it and checked everything 3 seperate times and all we have done was replace one weak valve spring, and all gaskets every time we tore it down for inspection. I religiously cut my oil filters and inspect them under a microscope looking for any metallic particles that can foretell a problem and much to my relief I've yet to find anything other than normal wear and tear....This was my first attempt at a true blue printed engine where everything had to fall within designated tolerances and weights and while it did get frustrating from time to time during the assembly process....you would be hard pressed to find a person who would disagree with the outcome. I've done a lot of winning with this Engine and plan this winter to pull it clear down and methodically replace all the Bearings, Rings and anything in the valve train that looks like it's showing wear and look forward to many more happy stress free weekends at the Drag Strip. Thank You Again Mr.Vizard you are a treasure to be sure.
I gotta tell ya, I'm sad that it took me until just this week to finally stumble onto this channel. Such a wealth of knowledge here - it's unbelievable.
I've been reading his SA build books for years "how to build a small block Chevy engine on a budget" it books like that. When he was young he raised mini coopers. One time, in a pinch, he ground a camshaft out of a piece of billet and a hand grinder😂 the man is brilliant with everything about building motors.
well, I didn't hear anything about a .860 base circle cam... Kinda big deal.... but sure enough, DV is heaven sent no BS logical info.... rare these days...
I like this format where you describe the actual parts used so someone with less knowledge could reproduce it. Thank you David, and sorry for your loss.
I was just out of Middle school in '98 when I discovered one of your books in my automotive instructor desk. When I asked him about the book he mentioned briefly that you were one of the best engine builders he had read about. And just like that I kept searching until I came across Cartech books and I've been reading your books ever since. 40years old today. When I found your content on RUclips, I felt like I found and unknown secret again. Thank you so much for sharing your wisdom all these years. You have a long time fan here in Miami FL. 🙏🏾👏🏾👍🏾
Give it up??? That’s the only wrong thing you’ve said David!! You sir are a highly valuable source of information in engine building. Your legacy and history is in a high degree of excellence. Honestly the only person I can compare you to for this degree of self taught knowledge is Gail Banks! That’s in my opinion! Only you are more in-depth and open in teaching others your vast accrued knowledge. I would imagine that I will be speaking for the majority of your subscribers when I say this! God bless you David!
I've been working on SBC's since I was 16. I thought I knew quite a bit about them. HA! Watching your videos are like going from elementary school to UNIVERSITY of Small Block Chevys. Thank you so much for your extreme technical advice and knowledge. It all makes much more sense now. I learn "something" more from every single video of yours. Good job Mr. Vizard!
Thank you DV for sharing your life work- I own most of your books and have watched all your videos and I am amazed. I truly believe your a genius and a great man for sharing and teaching others. I’m a mechanic and it’s changed the way I look at engines.
David: My condolences to you and your partner's family for their loss. You have had a great deal of challenges to face these past years. I should also send my deepest regards for your work, and the admiration I have for you. God Bless!
I’m sorry to hear about your partner’s passing. But I’m really stoked that your knowledge is being preserved in this way. I’ve read some of your books many years ago and was excited to stumble upon your channel.
I've been subscribed for a while D.V. I'm so sorry at the loss of Marvin...Thanks so much for passing on the vast Knowledge on here. The format of the last couple videos is spot on Bud, thanks again, and God bless!
I’ve got a Cleveland going into my 86 mustang next. This engine went a best of 6.08 in the 1/8th on a 150 shot with factory closed chamber heads, mechanical roller cam .711 int .714 exhaust 262-272@ 0.050 300-306 degrees advertised on a 108 intake centerline. Chris Parker funnel web intake. Forged flat top pistons, Scat I-beam rods, factory crankshaft. I was running 4:30 gears and 31 degrees of timing on nitrous. This was in my 81 Capri with the stock K-member. I know I could’ve gotten into the 5’s in the 1/8 with 4:56 or 4:88’s. My mustang is all Team-Z suspension, coil overs, and weights about 300 lbs lighter than my Capri. I’m building a 6” long rod Cleveland right with CHI 3-V cylinder heads-same camshaft. Yeah Cleveland’s are the baddest of any small block platform.
Definitely continue doing this David. Theory can be fascinating, but critiquing real-world applications helps put things into perspective. Plus it's usually offered with a series of anecdotes, which are always welcome. 🙂
I have a freshly completed .040 over 350 4 bolt main on the stand, but after watching DV's video's I think I will take it apart again and REALLY go through it!!
David, I am grateful for your knowledge and you sharing it with all of us. You are an inspiration to us enthusiasts and I'm sure the professionals! Thanks again Michael Voigt.
I can't see how you could improve anything. The information you give; well there are no words to describe it. You are awesome. Keep the information coming. Thank you.
Thank you so much for the generosity of sharing your time and knowledge. Highly enriching. Felt like I just ran into an old friend and rediscovered all of the finer things of life. 🏁🙌👌
thank you David , sorry for your loss and deepest condolences. I'm 52 now and your books have helped me so much especially with the car I've driven everywhere most of my life . Everything in those books works on a 318 Mopar. like they say ,they're just air pumps . Thanks again mate and take care .
A plus in every aspect, knowledge, communication, great musical score, video quality, subject matter, pace, graphics, i 've not seen any video on this subject matter even come close...THANK YOU ! And I am sorry you lost a friend and cohort, may you grieve not long and may his memory stay alive in you for all time!!
Mr David Vizard, I’ve purchased 5 of your books recently and I’ve only begun to read the first and I’ve learned so much and I’ve been assembling “hot rod” engines for 2 years now steadily and I learned so many things in the first two chapters that I was unaware of. You are a brilliant man. Your legacy will be great. I’m so glad I found you on RUclips as well.
Thanks for all you’ve done for us over the years. I have all your excellent books & have read your magazine articles over many many years. Met you at PRI West when it was at San Jose so many years ago.
David, thanks for the St Judes donation and BTW that's a super first name you have. And that might I add, is a totally un-biased opinion - just ask my mom if you have any doubts on this point!!!!!!
I look forward to everyone of your video's, please don't stop. I get more out of this and every one of your books then all of RUclips combined. Thank you for sharing all your years of knowledge.
David this video is probably my favorite video amongst all your videos. It gives a better overall feel for a street based engine, and system based approach to component selection. Thanks for sharing the knowledge!
@@luckyPiston easy they don’t want customers calling in saying their valves hit the pistons. Wider Lsa makes it much less likely to have clearance problems. People will never complain about the 20hp they never had or knew they could get but they will for sure complain when the cam they bought won’t fit.
@@bcbloc02 That's a pretty good one, i'm thinkin a cam with wider LSA is easier to tune and for people who don't really get carburetors and how to set them up (like power v/v changes) they can basically take one out of the box stick it on the engine and it will run, a wider LSA is a little more tolerant at idling against a tight torque convertor too.
Me and my dad watch all your stuff. Every book you've written on SBC we have. He follows you cause every thing you say is proven. I follow you cause I've seen his engines on the street and strip out perform big money. He builds to your every word. I hate when people hate on you for calling out cam companies, but the company has to be safe I get that.
Sir thank you so much for sharing your knowledge . I can't turn off your videos ,found you on uncle Tony's garage but had to follow you home ,amazing information . I will be buying your books on amazon . Take care and God bless.
Thank you so much for sharing your hard earned wisdom with the rest of us ! You don't guess, you find out the facts. In academic terms, you are a "professor", with a library of research publications. Reading your work takes so much guesswork out of engine building. And I have learned some things the hard way; so much easier to build off your experience ! Your detailed analysis is stunning.
Yes I will Like, yes I subscribed, this video and yohe others, I see, are GOLD. THANK YOU. Not sure you will see this but let me write anyway.. I bought me a 79 camaro for a steal of a deal. Its got a build 383 sbc 4 bolt from a few years ago. I am waiting for the build sheet to arrive from the previous owner. BUT. after watching your video I smiled as many parts that I see or know of on the engine line up very closely to your build in the video - namely the dart heads AND the same rockers upgrade, 750 quick fuel carb. Thank you for sharing your knowledge.
Hi David, I've been following you for most of my life have some of your old books from the 80s I believe, and have been flowing Heads since the late '70s, mostly Motorcycle heads. One of the last for-profit heads I did was for a race team I sponsored for fun at a semi-pro turning Pro level. When working on the stock Yamaha Head and looking at the factories machine cut seats, for titanium Valves I noticed how recessed into the head they were and how the cut effectively placed a tight 90deg to the flat of the valve seat insert wall all around the valve at low lift. Seeing how they had long Duration cams in them with quietening ramps, I modified them, not liking the sharp edge that was close to the valves. Flow improved on my flow Bench, but one of my riders had a big mouth and told other shops of what I had done, to essentially second guess everything I did. He didn't mind all the wins and record laps He set, but had trust issues so we called it quits. However, I would appreciate your opinion on this type of cut seat as I feel what I did was correct, and why would a company Like Yamaha turn out Heads like this is it just manufacturing costs, etc, or am I missing something?
I cannot comment beyond saying that I am just a student here and unlike most lectures I have attended ...Sleep ,distraction and boredom were not in this personal classroom ...I have an blueprint sbc 383,(circa 2010) with an XR 276 cam ,Machine shop heads heads @ 2.02 intake and i cannot speak of breathing volumes ,but I will say that with my street demon 1904 /with 1/4 "spacer,(for too rich problem),..2k stall she runs great ...But you cannot get by with what you THINK you know ,so your series is VERY important to me,so Thanks....
I explained the 0 loss exhaust system that you developed to Richard holder and I don't think he got it.. I also described setting hydraulic lifters with the engine running using a vacuum gauge. He said the cam lobes don't change. I don't get his thinking some times.
Hi David, this is akram, the subject of your critic, to bring you up to date I have made a few changes to my original build, some due to supply issues and some due being better informed. I just got my block back from the machine shop last week and my cam/lifters/rockers finally arrived last week also. I was unable to get the Scat crank and received a cast one from Eagle, I was disappointed in the quality of the crank, very rough casting, sharp edges, etc., so I went with a forged one from Eagle even though my build didn't require it, it was a very nice piece much more refined, smooth finish, rounded edges, chamfered oil holes, etc. The cam I ended up going with came from Straub Industries. This was spec'd by Chris Straub himself based on the application I gave him going in car that was going to be a cruiser on pump gas, good idle, and not a high rpm street racer with big hp. The specs: hydraulic roller, 282/288, 223/228/ @.050, .580/.555 lift with Harland Sharp 1.6 rockers, Morel lifters, 110 lsa. I also changed my pistons to 12cc d dish as I was concerned my compression ratio was pushing the limits for 90 octane pump gas. This leaves me with 10.03 to 1 scr and 7.57 dcr, quench is .045 with my AFR heads and .040 compressed head gasket with the pistons .005 in the hole. That being said I'm contemplating fine tuning my quench by either zero decking my block or going with a thinner head gasket, the trade off is I'll be raising my compression ratio a point to 10.1 to 1. I appreciate your comments, and look forward to watching more of your content, best of luck.
Ak ram, Good to hear from you. I really hope your build all goes to plan here. You will like the results! Chris is off on the LCA (107-108 is it) and you don't need 282 duration. A 274 duration would have been better for your application.
6.0 rod pulls the piston away from TDC at a slower speed and that extends the torque curve to a bit higher RPM and that makes power. The cam/ports only know piston speed and a longer rod makes it seem like the engine is revving slower. This will also often raise the torque peak RPM as well but that is the tradeoff.
Aye, the longer rod results in a greater rod-ratio, and hence lesser secondary imbalance. (which is the term used for how the piston travels faster at TDC and slower at BDC, resulting in forces on the crank that oscillate twice as fast as the engine)
I think the lobe centerline issue is we all think we are magazine dyno experts. How many times do we see folks comment or suggest a cam selection because we all read those camshaft adds on the internet.
Thanks for the videos David, I've read a lot by you and learned a lot from you over the years. If you have time for a quick question, I have a LS engine I've built making probably around 520hp if everything works. It's a dedicated race car tuned for 5000-7500. I plan to run a 200 shot at the strip and standing mile. Should I size my headers for the nitrous or the engine?
Great video. I was definitely taken in rod/piston/cam info specific for my next (another) Holden 355" build. Keep it coming DV, and yes, definitely telling all my friends to subscribe.
what times you expecting out of that white lightning this time around? you're still on bananas at the moment hey ? or did you end up going come? been awhile since I'd read one of your threads.
@@hayden6056 lol, hey mate. I'll have to work out who you are on JC. Yeah come TTB manifold. Been slowly refining the tune lately. If I can get it into the 12's in full street trim with all the usual luxuries (A/C, cruise, p/steer) intact I'll be quite happy for a while.
@@Deuce1550 not on there anymore man got sick of the shit fighting. I was bad for it myself kept biting at a certain someone who'd underestimate the cost of everything and fill people's heads with fairy tales. I was like why am I arguing on the internet when I can be restoring cars or building motors. Less time on socials , more time in the shed. Have quite a few projects but one that'll help job the memory... Is a vr factory 215i senator with a Harrop single plane 😉
@@hayden6056 Mr Collins. Harrop.senator Found you. Subscribe to my you tube. I've spent the last 2 years building my truck up from a bare chassis. I'll try add car stuff when I go racing later in the year.
As always awesome content. So sorry about your friends passing. Look forward to all of your information, been reading your books since I was a teenager that was a very long time ago!
Yep, in actuality attributes such as idle vacuum, idle character, and fuel economy are the basis for the wide LSA's. But... for optimum power.. DV is dead on with his formula for calculating LSA' s.
Yes, in this street only build great MPG and a wide power band is usually desired more than undrivable biggest HP... The Chevy LS7 427" engine uses a 122 degree LSA for tractable power from 500 - 7,000 RPMs... Jeremy Clarkson demonstrates that by taking a Corvette from 0 to 200 MPH using only 5th gear!...
You definitely have spent time with building engines. The results are well documented. I have experimented with a 351C with 4V heads. I found that the engine produced a ton of HP but it needed a high flow exhaust, porting, high compression with a crane roller racing cam w/rockers and springs. The ignition mallory with accel coil. Carb Holley 1150cfm. It would break engine mounts, transmissions and differentials. Biggest draw back was the oil pan. Front mounted oil pickup tube would stave for oil as acceleration increased.
Hey David I've watched a few of your videos and I have heard you say that lobe separation angle should be around 107 on average for a 2.02 valve and cr 10:0. -1 or lower. Now correct me if I am wrong here. From what I have learned a lsa down around 107 will move peak power higher in the RPM band, and it also narrows the power area. So yes on a dyno that peak number for max hp maybe higher by maybe a small amount vs a lsa of say 110 where the max power number maybe 5-10 hp lower. But it also moves it down in the RPM range by say 300 - 600 rpm lower, and it then creates a wider hp and torque curve for better drivability. A motor running a 107 lsa vs a 110 may only make 400 hp with any set up under 4500rpm VS a motor using a 110 lsa will give up example 8 hp at the peak but under the curve where the motor with a 107lsa is fighting to make 400 at 4200 the other will make 422 at 4500 and was making say 385 at 3900 rpm and the 107 motor only makes 340 at 3900rpm. And really unless it's a 100% drag race engine only and with a stick ( less rpm drop with more gears and tighter ratios) seems to me for all other applications road race street cars, have the drag cars running 3 speed automatics they would be better off giving up say a max total of 10hp to gain as much as say 30 in some places under the curve ? So can you explain to me why you say that a 107 lsa angle is better? If it is just to have bragging rights by showing dyno numbers being larger one way rather then the other then to that I say dynos are not the only things that contribute to winning races.
David, I have just built a 383 exactly as close as I can get to your specs. It is a family project between my dad, brother and myself we are super excited to start this up in the next few weeks. Here is a rundown of the build. Quench set at 0.034LH/0.036"RH with flat top two valve relief pistons, 6" rods, Canfield 195cc/65cc chamber heads ported per your specs, Lunati solid roller DV293-06 camshaft, Weiand stealth intake ported to match the heads, Holley sniper EFI. Really hoping to make some good horsepower numbers with this build and would love to send you a video of it if we get it to the dragstrip this year. Thank you so much for the years of information your an inspiration
Back in the late 70s there was an article in HR (or Car Craft) specifying a 350 SBC that used a de-stroked 400 block with fairly high C/R. They used "long" rods from a Ford engine. Quite considerable HP was yielded with "cat pee" fuel (87). This auggests that more complete combustion without detonation was achieved, apparently from the longer TDC dwell due to rod length. I was watching slo-mo videos of "clear" engines where the actual combustion of the F/A mixture may be observed. It appeared to me, a typical engine wastes fuel because the piston retreats from TDC too quickly for all the fuel to be burned. To counter that, more advance would help, but the risk of detonation, and the resultant engine destruction, limits that solution. The longer dwell apparently mitigates the problem, with the added benefit of less piston slap as you mentioned. Thank you for your vids; if I were to build a budget SBC, I would blindly follow your instructions and component selections !!
@@marvingvx1 True. I have a PhD in overthinking.... According to your results, the engine I mentioned could have achieved the same results with the right cam. I would have never thought slight changes in lobe timing would have such a dramatic effect.
Very good video your knowledge amazes me this is just what I needed to see. Can you do a video on a 406 small block chevy build? Would love to see your combination for a 600+ hp street motor. Thank you for your videos and I am sorry to hear about the passing of your partner . Your friend from Louisiana Rick 427
David Sir, I hope you are enjoying a restful Sunday. Thank You for sharing your knowledge with all of us. Not a big chevy fan. more of a Mopar fan but like anything with a motor. I'm in the build stage of building a 318 for a 82 Dodge D150. I have ported the heads myself. So this is my first to-do any grinding on heads. I guess only time will tell if I did ok. Did get a rv cam for it. But also got a whiplash cam for the 340 360 9 degree. Haven't bought a set of headers yet was wondering what tube size to get I was thinking the bigger the better. Was even thinking about making my own would be easier on my money . Maybe find what I need at the scrap yard or someplace cheaper. I have a lot more time than money. Any advice would be very apricated. Always be safe in your travels and Take Care
Do give it up.....im on a budget and you make it easy....i want to build a.small cube hi rev...thinking about destroking a 89 350 block i have...thank you david
one of the funniest cars i ever had was a 66 Chevelle with a 383 my dad and i built. i never dyno it. but it sure was fun af to drive, especially when i spent the money to get it to hook.
This man is a genius, im so glad he chose to share his life's work all these years!
Yup! I fully agree with you bud!! He’s a awesome font of hi tech information on engine building
M I I
Mr. Vizard has forgot more than most of us will ever know. Several years back I sought out his knowledge for a ultra competitive 565 N/A Big Block Chevrolet and he gave me so much fantastic advice.
The 565 I built in my home shop based on alot of his insight is still in my Race Car and has seen hundreds of passes with regular maintenance and care, using good reliable, rebuild able money saving parts of fantastic Quality I have opened it and checked everything 3 seperate times and all we have done was replace one weak valve spring, and all gaskets every time we tore it down for inspection. I religiously cut my oil filters and inspect them under a microscope looking for any metallic particles that can foretell a problem and much to my relief I've yet to find anything other than normal wear and tear....This was my first attempt at a true blue printed engine where everything had to fall within designated tolerances and weights and while it did get frustrating from time to time during the assembly process....you would be hard pressed to find a person who would disagree with the outcome.
I've done a lot of winning with this Engine and plan this winter to pull it clear down and methodically replace all the Bearings, Rings and anything in the valve train that looks like it's showing wear and look forward to many more happy stress free weekends at the Drag Strip. Thank You Again Mr.Vizard you are a treasure to be sure.
What a great man to freely give a lifetime of winning race engine experience to all that follow him. Give a thumbs up and a comment.
Thanks David!!!
I gotta tell ya, I'm sad that it took me until just this week to finally stumble onto this channel. Such a wealth of knowledge here - it's unbelievable.
I've been reading his SA build books for years "how to build a small block Chevy engine on a budget" it books like that. When he was young he raised mini coopers. One time, in a pinch, he ground a camshaft out of a piece of billet and a hand grinder😂 the man is brilliant with everything about building motors.
Bloody hell, you’ve just solved every issue for every 383 builder in the world, with dyno proven facts. Thanks again DV.
well, I didn't hear anything about a .860 base circle cam... Kinda big deal.... but sure enough, DV is heaven sent no BS logical info.... rare these days...
I like this format where you describe the actual parts used so someone with less knowledge could reproduce it. Thank you David, and sorry for your loss.
I was just out of Middle school in '98 when I discovered one of your books in my automotive instructor desk. When I asked him about the book he mentioned briefly that you were one of the best engine builders he had read about. And just like that I kept searching until I came across Cartech books and I've been reading your books ever since. 40years old today. When I found your content on RUclips, I felt like I found and unknown secret again. Thank you so much for sharing your wisdom all these years. You have a long time fan here in Miami FL. 🙏🏾👏🏾👍🏾
My condolences on the loss of your partner, keep up the good work, i love your work
Well here I am. 72 years old building a t bucket roadster.
Still making your advice my
number 1 priority. Thank you
and God Bless.
Give it up??? That’s the only wrong thing you’ve said David!! You sir are a highly valuable source of information in engine building. Your legacy and history is in a high degree of excellence.
Honestly the only person I can compare you to for this degree of self taught knowledge is Gail Banks! That’s in my opinion! Only you are more in-depth and open in teaching others your vast accrued knowledge.
I would imagine that I will be speaking for the majority of your subscribers when I say this! God bless you David!
I've been working on SBC's since I was 16. I thought I knew quite a bit about them. HA! Watching your videos are like going from elementary school to UNIVERSITY of Small Block Chevys. Thank you so much for your extreme technical advice and knowledge. It all makes much more sense now. I learn "something" more from every single video of yours. Good job Mr. Vizard!
Thanks! Love this series. Please do more!
thanks for the generous donation sir.
DV
Thank you DV for sharing your life work- I own most of your books and have watched all your videos and I am amazed.
I truly believe your a genius and a great man for sharing and teaching others.
I’m a mechanic and it’s changed the way I look at engines.
David: My condolences to you and your partner's family for their loss. You have had a great deal of challenges to face these past years. I should also send my deepest regards for your work, and the admiration I have for you. God Bless!
I’m sorry to hear about your partner’s passing. But I’m really stoked that your knowledge is being preserved in this way. I’ve read some of your books many years ago and was excited to stumble upon your channel.
I've been subscribed for a while D.V. I'm so sorry at the loss of Marvin...Thanks so much for passing on the vast Knowledge on here. The format of the last couple videos is spot on Bud, thanks again, and God bless!
I sure would love to see a Vizard Cleveland build.
I’ve got a Cleveland going into my 86 mustang next. This engine went a best of 6.08 in the 1/8th on a 150 shot with factory closed chamber heads, mechanical roller cam .711 int .714 exhaust 262-272@ 0.050 300-306 degrees advertised on a 108 intake centerline. Chris Parker funnel web intake. Forged flat top pistons, Scat I-beam rods, factory crankshaft. I was running 4:30 gears and 31 degrees of timing on nitrous. This was in my 81 Capri with the stock K-member. I know I could’ve gotten into the 5’s in the 1/8 with 4:56 or 4:88’s. My mustang is all Team-Z suspension, coil overs, and weights about 300 lbs lighter than my Capri. I’m building a 6” long rod Cleveland right with CHI 3-V cylinder heads-same camshaft. Yeah Cleveland’s are the baddest of any small block platform.
@@StainlessTIG2 Awesome. CHI heads are on many 550 to 1000hp n/a builds.
Definitely continue doing this David. Theory can be fascinating, but critiquing real-world applications helps put things into perspective. Plus it's usually offered with a series of anecdotes, which are always welcome. 🙂
Thank you David, I've bought your books but hearing you speak about this seems to be more rewarding
I have a freshly completed .040 over 350 4 bolt main on the stand, but after watching DV's video's I think I will take it apart again and REALLY go through it!!
thank you for all your yrs and effort, don't go away. we are running out of people that know
David, I've really enjoyed your videos and I'm so grateful you have shared your knowledge with the world!
Superman's got nothing on David😎
Learned the right way to rebuild a 350 from this guy. It helped me a lot on a Pontiac engine plan
Thanks, David. I loved these 2 videos on selecting to parts to make a great combination. Please do more!
David, I am grateful for your knowledge and you sharing it with all of us. You are an inspiration to us enthusiasts and I'm sure the professionals! Thanks again Michael Voigt.
I can't see how you could improve anything. The information you give; well there are no words to describe it. You are awesome. Keep the information coming. Thank you.
I can sit and enjoy listening to an expert like Mr vizard all day
Thank you for taking the time to teach us from a lifetime of dedication and hard work!
Thank you so much for the generosity of sharing your time and knowledge. Highly enriching. Felt like I just ran into an old friend and rediscovered all of the finer things of life. 🏁🙌👌
thank you David , sorry for your loss and deepest condolences. I'm 52 now and your books have helped me so much especially with the car I've driven everywhere most of my life . Everything in those books works on a 318 Mopar. like they say ,they're just air pumps . Thanks again mate and take care .
Sorry for your loss David, thank you for spreading your wisdom and helping those not as experienced as you.
A plus in every aspect, knowledge, communication, great musical score, video quality, subject matter, pace, graphics, i 've not seen any video on this subject matter even come close...THANK YOU ! And I am sorry you lost a friend and cohort, may you grieve not long and may his memory stay alive in you for all time!!
I love these recipe engine specs, thank you for sharing your knowledge with all of us! Please keep them coming as you see fit.
Mr David Vizard, I’ve purchased 5 of your books recently and I’ve only begun to read the first and I’ve learned so much and I’ve been assembling “hot rod” engines for 2 years now steadily and I learned so many things in the first two chapters that I was unaware of. You are a brilliant man. Your legacy will be great. I’m so glad I found you on RUclips as well.
That piston looks very interesting. Every part can be improved on, every little bit helps.
All I can say is, thanks Mate! For everything you do and share.
Thank you for shareing your knowlege and pictures, lots of priceless information here, I hope you keep it up.
I will take his advice building a 383 stroker priceless knowledge👍❤️
Most informative, practical guide to parts selection and what their capable of! Love it, keep up the great work!
Thanks for all you’ve done for us over the years. I have all your excellent books & have read your magazine articles over many many years. Met you at PRI West when it was at San Jose so many years ago.
David, thanks for the St Judes donation and BTW that's a super first name you have. And that might I add, is a totally un-biased opinion - just ask my mom if you have any doubts on this point!!!!!!
nice info David learned alot thanks! p.s. sorry about the loss of your partner, I pray that his family is ok!!
I look forward to everyone of your video's,
please don't stop. I get more out of this and every one of your books then all of RUclips combined. Thank you for sharing all your years of knowledge.
Tack!
David this video is probably my favorite video amongst all your videos. It gives a better overall feel for a street based engine, and system based approach to component selection. Thanks for sharing the knowledge!
David you are so right that the cam is critical with LSA !!!
Skill testing question here Bob explaining why David is right : Why do cam manufacturers grind in wider than recommended LSA angles ?
@@luckyPiston easy they don’t want customers calling in saying their valves hit the pistons. Wider Lsa makes it much less likely to have clearance problems. People will never complain about the 20hp they never had or knew they could get but they will for sure complain when the cam they bought won’t fit.
@@bcbloc02 That's a pretty good one, i'm thinkin a cam with wider LSA is easier to tune and for people who don't really get carburetors and how to set them up (like power v/v changes) they can basically take one out of the box stick it on the engine and it will run, a wider LSA is a little more tolerant at idling against a tight torque convertor too.
Me and my dad watch all your stuff. Every book you've written on SBC we have. He follows you cause every thing you say is proven. I follow you cause I've seen his engines on the street and strip out perform big money. He builds to your every word. I hate when people hate on you for calling out cam companies, but the company has to be safe I get that.
Excellent job what a joy to listen to you and gain knowledge.
Thanks!
Thanks John,
DV
Thanks for the info Mr. Vizard. It’s always fun doing budget builds and see what you can get.
Sir thank you so much for sharing your knowledge . I can't turn off your videos ,found you on uncle Tony's garage but had to follow you home ,amazing information . I will be buying your books on amazon . Take care and God bless.
Thank you so much for sharing your hard earned wisdom with the rest of us ! You don't guess, you find out the facts. In academic terms, you are a "professor", with a library of research publications. Reading your work takes so much guesswork out of engine building. And I have learned some things the hard way; so much easier to build off your experience ! Your detailed analysis is stunning.
David v. Your formulas are the foundation of every engine I build .ty sir!
Cool to hear you mention Jones Racing Cams. Mike is a friend of mine from our Los Alamitos High School days.
Mr. Vizard, thank you for sharing your expert knowledge. It is priceless.
Yes I will Like, yes I subscribed, this video and yohe others, I see, are GOLD. THANK YOU.
Not sure you will see this but let me write anyway.. I bought me a 79 camaro for a steal of a deal. Its got a build 383 sbc 4 bolt from a few years ago. I am waiting for the build sheet to arrive from the previous owner. BUT. after watching your video I smiled as many parts that I see or know of on the engine line up very closely to your build in the video - namely the dart heads AND the same rockers upgrade, 750 quick fuel carb.
Thank you for sharing your knowledge.
D V is Hammering out the videos these days thank you
Hi David, I've been following you for most of my life have some of your old books from the 80s I believe, and have been flowing Heads since the late '70s, mostly Motorcycle heads. One of the last for-profit heads I did was for a race team I sponsored for fun at a semi-pro turning Pro level. When working on the stock Yamaha Head and looking at the factories machine cut seats, for titanium Valves I noticed how recessed into the head they were and how the cut effectively placed a tight 90deg to the flat of the valve seat insert wall all around the valve at low lift. Seeing how they had long Duration cams in them with quietening ramps, I modified them, not liking the sharp edge that was close to the valves. Flow improved on my flow Bench, but one of my riders had a big mouth and told other shops of what I had done, to essentially second guess everything I did. He didn't mind all the wins and record laps He set, but had trust issues so we called it quits.
However, I would appreciate your opinion on this type of cut seat as I feel what I did was correct, and why would a company Like Yamaha turn out Heads like this is it just manufacturing costs, etc, or am I missing something?
I cannot comment beyond saying that I am just a student here and unlike most lectures I have attended ...Sleep ,distraction and boredom were not in this personal classroom ...I have an blueprint sbc 383,(circa 2010) with an XR 276 cam ,Machine shop heads heads @ 2.02 intake and i cannot speak of breathing volumes ,but I will say that with my street demon 1904 /with 1/4 "spacer,(for too rich problem),..2k stall she runs great ...But you cannot get by with what you THINK you know ,so your series is VERY important to me,so Thanks....
Very informative and very entertaining. We all appreciate your content.
This channel is dead for now, find his other channel here: www.youtube.com/@DavidVizard
The most appropriate suspense sound at the beginning of camshaft selection made me 😂; cool stuff !!!
Thanks DV your insight in very valuable indeed.
Very great full for your hard personal persistent experience work of ART.
VERY SORRY TO HERE YOUR EXHAUST SYSTEM PATENT ARE NOT SOLD ON THE MARKET.
One of the best videos on RUclips !!!
Awesome info. Applying your knowledge to my current build Dart SHP sbf 438 cid street engine.
I explained the 0 loss exhaust system that you developed to Richard holder and I don't think he got it.. I also described setting hydraulic lifters with the engine running using a vacuum gauge. He said the cam lobes don't change. I don't get his thinking some times.
Richard is a tool, he don't know what he is talking about
Thank you taking the time to share your knowledge.
Hi David, this is akram, the subject of your critic, to bring you up to date I have made a few changes to my original build, some due to supply issues and some due being better informed. I just got my block back from the machine shop last week and my cam/lifters/rockers finally arrived last week also. I was unable to get the Scat crank and received a cast one from Eagle, I was disappointed in the quality of the crank, very rough casting, sharp edges, etc., so I went with a forged one from Eagle even though my build didn't require it, it was a very nice piece much more refined, smooth finish, rounded edges, chamfered oil holes, etc. The cam I ended up going with came from Straub Industries. This was spec'd by Chris Straub himself based on the application I gave him going in car that was going to be a cruiser on pump gas, good idle, and not a high rpm street racer with big hp. The specs: hydraulic roller, 282/288, 223/228/ @.050, .580/.555 lift with Harland Sharp 1.6 rockers, Morel lifters, 110 lsa. I also changed my pistons to 12cc d dish as I was concerned my compression ratio was pushing the limits for 90 octane pump gas. This leaves me with 10.03 to 1 scr and 7.57 dcr, quench is .045 with my AFR heads and .040 compressed head gasket with the pistons .005 in the hole.
That being said I'm contemplating fine tuning my quench by either zero decking my block or going with a thinner head gasket, the trade off is I'll be raising my compression ratio a point to 10.1 to 1. I appreciate your comments, and look forward to watching more of your content, best of luck.
Ak ram,
Good to hear from you. I really hope your build all goes to plan here. You will like the results!
Chris is off on the LCA (107-108 is it) and you don't need 282 duration. A 274 duration would have been better for your application.
6.0 rod pulls the piston away from TDC at a slower speed and that extends the torque curve to a bit higher RPM and that makes power. The cam/ports only know piston speed and a longer rod makes it seem like the engine is revving slower. This will also often raise the torque peak RPM as well but that is the tradeoff.
Aye, the longer rod results in a greater rod-ratio, and hence lesser secondary imbalance. (which is the term used for how the piston travels faster at TDC and slower at BDC, resulting in forces on the crank that oscillate twice as fast as the engine)
Joe Sherman did a test, found short rod SBC 406 had more power below 6200 RPMs. long rod more above 6200 RPMs...
Takk!
Svein,
Many many thanks for your very generous donation.
DV
I think the lobe centerline issue is we all think we are magazine dyno experts. How many times do we see folks comment or suggest a cam selection because we all read those camshaft adds on the internet.
Thanks for the videos David, I've read a lot by you and learned a lot from you over the years. If you have time for a quick question, I have a LS engine I've built making probably around 520hp if everything works. It's a dedicated race car tuned for 5000-7500. I plan to run a 200 shot at the strip and standing mile. Should I size my headers for the nitrous or the engine?
Great video. I was definitely taken in rod/piston/cam info specific for my next (another) Holden 355" build.
Keep it coming DV, and yes, definitely telling all my friends to subscribe.
what times you expecting out of that white lightning this time around? you're still on bananas at the moment hey ? or did you end up going come? been awhile since I'd read one of your threads.
@@hayden6056 lol, hey mate. I'll have to work out who you are on JC. Yeah come TTB manifold. Been slowly refining the tune lately.
If I can get it into the 12's in full street trim with all the usual luxuries (A/C, cruise, p/steer) intact I'll be quite happy for a while.
@@Deuce1550 not on there anymore man got sick of the shit fighting. I was bad for it myself kept biting at a certain someone who'd underestimate the cost of everything and fill people's heads with fairy tales.
I was like why am I arguing on the internet when I can be restoring cars or building motors. Less time on socials , more time in the shed.
Have quite a few projects but one that'll help job the memory... Is a vr factory 215i senator with a Harrop single plane 😉
@@hayden6056 Mr Collins. Harrop.senator
Found you.
Subscribe to my you tube. I've spent the last 2 years building my truck up from a bare chassis. I'll try add car stuff when I go racing later in the year.
If replacing crank anyway, might as well go 383 or 400...
🤣😂 "520 hp is kid stuff " that cracked me up. This guy is awesome. That's right David no sense in playing around with that weak stuff 😁👍🏼
Thanks for the great video. Looking forward to some big block builds.
As always awesome content. So sorry about your friends passing. Look forward to all of your information, been reading your books since I was a teenager that was a very long time ago!
Priceless information here. Sorry for your loss.
I think that the cam manufacturers recomend more lsa because of vacuum for power brakes.
Yep, in actuality attributes such as idle vacuum, idle character, and fuel economy are the basis for the wide LSA's. But... for optimum power.. DV is dead on with his formula for calculating LSA' s.
Yes, in this street only build great MPG and a wide power band is usually desired more than undrivable biggest HP... The Chevy LS7 427" engine uses a 122 degree LSA for tractable power from 500 - 7,000 RPMs... Jeremy Clarkson demonstrates that by taking a Corvette from 0 to 200 MPH using only 5th gear!...
This age of turbo's calls for less overlap, I'm not sure I buy into it with the events happening as fast as they do.
You definitely have spent time with building engines. The results are well documented. I have experimented with a 351C with 4V heads. I found that the engine produced a ton of HP but it needed a high flow exhaust, porting, high compression with a crane roller racing cam w/rockers and springs. The ignition mallory with accel coil. Carb Holley 1150cfm.
It would break engine mounts, transmissions and differentials.
Biggest draw back was the oil pan.
Front mounted oil pickup tube would stave for oil as acceleration increased.
Amen!!! David Thank YOU and Please DON'T stop God Bless!!
Sorry for your loss
Realy liked the style of this video - good information concisely presented.
Thank you for this. Well Done.
Loving this video. Great info. Thankyou
What an amazing video. I am just getting started and he cleaned up quite allot of things
Hey David I've watched a few of your videos and I have heard you say that lobe separation angle should be around 107 on average for a 2.02 valve and cr 10:0. -1 or lower. Now correct me if I am wrong here. From what I have learned a lsa down around 107 will move peak power higher in the RPM band, and it also narrows the power area. So yes on a dyno that peak number for max hp maybe higher by maybe a small amount vs a lsa of say 110 where the max power number maybe 5-10 hp lower. But it also moves it down in the RPM range by say 300 - 600 rpm lower, and it then creates a wider hp and torque curve for better drivability. A motor running a 107 lsa vs a 110 may only make 400 hp with any set up under 4500rpm VS a motor using a 110 lsa will give up example 8 hp at the peak but under the curve where the motor with a 107lsa is fighting to make 400 at 4200 the other will make 422 at 4500 and was making say 385 at 3900 rpm and the 107 motor only makes 340 at 3900rpm. And really unless it's a 100% drag race engine only and with a stick ( less rpm drop with more gears and tighter ratios) seems to me for all other applications road race street cars, have the drag cars running 3 speed automatics they would be better off giving up say a max total of 10hp to gain as much as say 30 in some places under the curve ? So can you explain to me why you say that a 107 lsa angle is better? If it is just to have bragging rights by showing dyno numbers being larger one way rather then the other then to that I say dynos are not the only things that contribute to winning races.
David, I have just built a 383 exactly as close as I can get to your specs. It is a family project between my dad, brother and myself we are super excited to start this up in the next few weeks. Here is a rundown of the build.
Quench set at 0.034LH/0.036"RH with flat top two valve relief pistons, 6" rods, Canfield 195cc/65cc chamber heads ported per your specs, Lunati solid roller DV293-06 camshaft, Weiand stealth intake ported to match the heads, Holley sniper EFI. Really hoping to make some good horsepower numbers with this build and would love to send you a video of it if we get it to the dragstrip this year.
Thank you so much for the years of information your an inspiration
Another valuable video.
Back in the late 70s there was an article in HR (or Car Craft) specifying a 350 SBC that used a de-stroked 400 block with fairly high C/R. They used "long" rods from a Ford engine. Quite considerable HP was yielded with "cat pee" fuel (87). This auggests that more complete combustion without detonation was achieved, apparently from the longer TDC dwell due to rod length. I was watching slo-mo videos of "clear" engines where the actual combustion of the F/A mixture may be observed. It appeared to me, a typical engine wastes fuel because the piston retreats from TDC too quickly for all the fuel to be burned. To counter that, more advance would help, but the risk of detonation, and the resultant engine destruction, limits that solution. The longer dwell apparently mitigates the problem, with the added benefit of less piston slap as you mentioned. Thank you for your vids; if I were to build a budget SBC, I would blindly follow your instructions and component selections !!
Vince,
you are overthinking this!
@@marvingvx1 True. I have a PhD in overthinking.... According to your results, the engine I mentioned could have achieved the same results with the right cam. I would have never thought slight changes in lobe timing would have such a dramatic effect.
David you are the man
Loved the video lots of knowledge thank you sir
Absolutely great, thank you.
Very good video your knowledge amazes me this is just what I needed to see. Can you do a video on a 406 small block chevy build? Would love to see your combination for a 600+ hp street motor. Thank you for your videos and I am sorry to hear about the passing of your partner . Your friend from Louisiana Rick 427
Verry good information, thank you.
David Sir, I hope you are enjoying a restful Sunday. Thank You for sharing your knowledge with all of us. Not a big chevy fan. more of a Mopar fan but like anything with a motor. I'm in the build stage of building a 318 for a 82 Dodge D150. I have ported the heads myself. So this is my first to-do any grinding on heads. I guess only time will tell if I did ok. Did get a rv cam for it. But also got a whiplash cam for the 340 360 9 degree. Haven't bought a set of headers yet was wondering what tube size to get I was thinking the bigger the better. Was even thinking about making my own would be easier on my money . Maybe find what I need at the scrap yard or someplace cheaper. I have a lot more time than money. Any advice would be very apricated. Always be safe in your travels and Take Care
1.5/8 header is all you need with a 318
@@kennywhiddon1497 - Depends on the HP level... but yes 1 5/8" primary should be fine for his app...
You are doing great, I always learn something from every video.
Thank You! I always learn so much from you.
Awesome video!!! This how you build a 383 stroker motor.
Now could you share your knowledge on building PONTIAC motors?
Do give it up.....im on a budget and you make it easy....i want to build a.small cube hi rev...thinking about destroking a 89 350 block i have...thank you david
one of the funniest cars i ever had was a 66 Chevelle with a 383 my dad and i built. i never dyno it. but it sure was fun af to drive, especially when i spent the money to get it to hook.
Very informative, it’s great to see the insight that goes Into the part selection. Nice job!